Volvo Penta TAD1242GE Technical Description

and economical Generating Set Diesel Engine built on the dependable in-line six design. Durability & low noise Designed for easiest, fastest and most economical installation. Well-balanced to produce smooth and vibration-free opera- tion with low noise level. To maintain a controlled working tem- perature in cylinders and combustion chambers, the engine is equipped with piston cooling. The engine is also fitted with replaceable cylinder liners and valve seats/guides to ensure maximum durabil- ity and service life of the engine. Low exhaust emission The state of the art, high-tech injection and charging system with low internal losses contributes to excellent combus- tion and low fuel consumption. The TAD1242GE complies with EU Stage 2 and TA-Luft -50% exhaust emis- sion regulations. Easy service & maintenance Easily accessible service and mainte- nance points contribute to the ease of service of the engine. Technical description: Engine and block – Optimized cast iron cylinder block with opti- mum distribution of forces without the block being unnessarily heavy. – Wet, replaceable cylinder liners – Piston cooling for low piston temperature and reduced ring temperature – Tapered connecting rods for reduce risk of piston cracking – Crankshaft induction hardened bearing surfaces and fillets with seven bearings for moderate load on main and high-end bear- ings – Case hardened and Nitrocarburized trans- mission gears for heavy duty operation – Keystone top compression rings for long service life – Viscous type crankshaft vibration dampers to withstand single bearing alternator torsional vibrations – Replaceable valve guides and valve seats – Over head camshaft and four valves per cyl- inder Lubrication system – Full flow oil cooler – Full flow disposable spin-on oil filter, for ex- tra high filtration – The lubricating oil level can be measured during operation – Gear type lubricating oil pump, gear driven by the transmission Fuel system – Non-return fuel valve – Electronic Unit Injectors – Fuel prefilter with water separator and water- in-fuel indicator / alarm – Gear driven low-pressure fuel pump – Fine fuel filter with manual feed pump and fuel pressure switch – Fuel shut-off valve, electrically operated Cooling system – Efficient cooling with accurate coolant con- trol through a water distribution duct in the cylinder block. Reliable sleeve thermostat with minimum pressure drop – Gear driven, maintenance-free coolant pump with high degree of efficiency – Coolant filter as standard Turbo charger – Efficient and reliable turbo charger – Extra oil filter for the turbo charger Electrical system – Electronical Diesel Control III (EDCIII), an electronically controlled processing system which optimizes engine performance. It also includes advanced facilities for diagnostics and fault tracing – Three different ways for the customer to connect his controls and instrument to the engine. CAN SAE J1939 interface, CIU (Control interface unit) and Stand alone connections. – Sensors for oil pressure, oil temp, boost pressure, boost temp, coolant temp, fuel temp, water in fuel, fuel pressure and two speed sensors. Features – Maintained performance, air temp 40°C – Cooling system (55°C) – Fully electronic with Volvo Penta EDC III – Dual frequency switch (between 1500 rpm and 1800 rpm) – High power density – Emission compliant – Low noise levels – Gen Pac configuration VOLVO PENTA GENSET ENGINE TAD1242GE 1500 rpm, 387 kW (526 hp) – 1800 rpm, 430 kW (585 hp)

5514 and DIN 6271. The technical data applies to an engine without cooling fan and operating on a fuel with calorific value of 42.7 MJ /kg (18360 BTU/lb) and a density of 0.84 kg/liter (7.01 lb/US gal), also where this involves a deviation from the standards. Power output guaranteed within 0 to +2% att rated ambient conditions at delivery. Ratings are based on ISO 8528. Engine speed governing in accordance with ISO 3046/IV, class A1 and ISO 8528-5 class G3 Exhaust emissions The engine complies with EU stage 2 emission legislation according to the Non Road Directive EU 97/68/EEC. The engine also complies with TA-luft -50% exhaust emission regulations. Rating Guidelines PRIME POWER rating corresponds to ISO Standard Power for continuous operation. It is applicable for supplying electrical power at variable load for an unlimited number of hours instead of com- mercially purchased power. A10 % overload capability for govering purpose is available for this rating. MAXIMUM STANDBY POWER rating corresponds to ISO Stan- dard Fuel Stop Power. It is applicable for supplying standby electri- cal power at variable load in areas with well established electrical networks in the event of normal utility power failure. No overload capability is available for this rating. 1 hp = 1 kW x 1.36 Information For more technical data and information, please look in the Gener- ating Set Engines Sales Guide. http://www.brizmotors.ru/equipment/ctm/ v400/ TAD1242GE Technical Data General Engine designation ........................................................................TAD1242GE No. of cylinders and configuration ........................................................in-line 6 Method of operation ................................................................................4-stroke Bore, mm (in.) ......................................................................................131 (5.16) Stroke, mm (in.) ...................................................................................150 (5.91) Displacement, l (in3) ...................................................................12.13 (740.2) Compression ratio ......................................................................................17.5:1 Dry weight, kg (lb) ......................................................................... 1380 (3036) With Gen Pac, kg (lb) .................................................................. 1645 (3627) Wet weight, kg (lb) .........................................................................1455 (3201) With Gen Pac, kg (lb) ..................................................................1720 (3792) Performance kW (hp) 1500 rpm 1800 rpm Prime Power 352 (479) 391 (532) Max Standby Power 387 (526) 430 (585) Lubrication system Oil consumption, liter/h (US gal/h) 1500 rpm 1800 rpm Prime Power 0.12 (0.032) 0.14 (0.037) Max Standby Power 0.14 (0.037) 0.15 (0.040) Oil system capacity incl filters, liter ............................................................... 35 Oil change intervals at specification VDS-2, h ........................................................................................................... 600 VDS, ACEA E3, h ............................................................................................400 ACEA E1, E2, API CD, CF, CF-4, CG-4, h ...............................................200 Fuel system Specific fuel consumption at Prime Power, g/kWh (lb/hph) 1500 rpm 1800 rpm 25 % 216 (0.350) 231 (0.374) 50 % 199 (0.323) 208 (0.330) 75 % 195 (0.316) 200 (0.324) 100 % 198 (0.321) 202 (0.327) Max Standby Power, g/kWh (lb/hph) 1500 rpm 1800 rpm 25 % 211 (0.347) 225 (0.365) 50 % 197 (0.319) 203 (0.329) 75 % 195 (0.316) 200 (0.324) 100 % 199 (0.323) 203 (0.329) Intake and exhaust system Air consumption at 27°C, m³/min (cfm) 1500 rpm 1800 rpm Prime Power 23.5 (830) 28.0 (989) Max Standby Power 25.0 (883) 29.0 (1024) Max allowable air intake restriction, kPa (In wc) ...............................5 (20.1) Heat rejection to exhaust, kW (BTU/min) 1500 rpm 1800 rpm Prime Power 250 (14217) 272(15468) Max Standby Power 276 (15696) 306 (17402) Exhaust gas temperature after turbine, °C (°F) 1500 rpm 1800 rpm Prime Power 490 (914) 465 (869) Max Standby Power 505 (941) 490 (914) Max allowable back-pressure in exhaust line, kPa (In wc) ........... 10 (40.2) Exhaust gas flow, m³/min (cfm) 1500 rpm 1800 rpm Prime power 58 (2048) 66 (2331) Max Standby Power 63 (2225) 72 (2543) Cooling system Heat rejection radiation from engine, kW (BTU/min) 1500 rpm 1800 rpm Prime Power 17 (967) 18 (1024) Max Standby Power 18 (1024) 20 (1137) Heat rejection to coolant kW (BTU/min) Prime Power 123 (6995) 139 (7905) Max Standby Power 125 (7109) 143 (8132) Fan power consumption, kW (hp) 9 (12) 15 (20) Standard equipment Engine Gen Pac Engine Automatic belt tensioner • • Lift eyelets • • Flywheel Flywheel housing with conn. acc. to SAE 1 • • Flywheel for 14” flex. plate and flexible coupling • • Vibration dampers • • Engine suspension Fixed front suspension • • Lubrication system Oil dipstick • • Full-flow oil filter of spin-on type • • By-pass oil filter of spin-on type • • Oil cooler, side mounted • • Low noise oil sump • • Fuel system Fuel filters of disposable type • • Electronic unit injectors • • Pre-filter with water separator • • Intake and exhaust system Air filter with replaceable paper insert • • Air restriction indicator • • Air cooled exhaust manifold • • Connecting flange for exhaust pipe • • Exhaust flange with v-clamp • • Turbo charger, low right side • • Crankcase ventilation • • Cooling system Radiator incl intercooler •¹) • Gear driven coolant pump • • Fan hub • • Thrust fan •¹) • Fan guard − • Belt guard − • Control system Engine Management System (EMS) with • • CAN-bus interface SAE J1939 and stand alone interface Alternator Alternator 60A / 24 V • • Starting system Starter motor, 6.0kW, 24 V • • Connection facility for extra starter motor • • Instruments and senders Temp.- and oil pressure for automatic • • stop/alarm 103°C Other equipment Expandable base frame − • Engine Packing Plastic warpping • • 1)must be ordered, se order specification - optional equipment − optional equipment or not applicable • included in standard specification Note! Not all models, standard equipment and accessories are available in all countries. All specifications are subject to change without notice. The engine illustrated may not be entirely identical to production standard engines. English 02 -2009. © 2009 AB Volvo Penta A* = 1587 mm / 62.5 in B* = 1120 mm / 44.1 in C* = 1976 mm / 77.8 in D = 2296 mm / 90.5 in (During transport) D = Max 3311 mm / 130.5 in *Incl. radiator and intercooler Dimensions TAD1242GE Not for installation

Design and operation Control module The EDC III system processor is located in the con- trol module, protected from moisture and vibrations. The processor continually receives information regar- ding: • Engine speed • Charge air pressure • Charge air temperature • Coolant temperature • Oil pressure • Oil temperature • Fuel alarm, combined alarm for ”water in fuel” and ”fuel pressure” • Coolant level This information is used to make exact determinations on current operating conditions and allows the proces- sor to calculate the correct amount of fuel, check the condition of the engine, etc. Fuel management The engine’s fuel need is analyzed up to 100 times per second (depending on engine speed). The quantity and timing of fuel injection into the engine are control- led completely electronically via fuel valves on the unit injectors. This means that the engine always receives the cor- rect amount of fuel under all operating conditions, providing benefits including improved fuel economy and minimized exhaust emissions. The control module checks and controls the unit injec- tors so that the correct amount of fuel is injected into each cylinder. It calculates and sets the injection ang- le. This control is done primarily with the help of the tachometer sensors and the combined sensor for charge air pressure/temperature. The control module actuates the unit injectors via an electronic signal to the unit injectors’ electromagneti- cally controlled fuel valve, which can then be opened or closed. When the fuel valve is open, fuel streams by, through the unit injector holes and out through the fuel chan- nel. Fuel is not injected into the cylinder at this stage. When the fuel valve is closed, pressure is built up by the mechanically driven pump piston of the unit injec- tor. Once enough pressure is built up, fuel is injected into the cylinder via the injector portion. The fuel valve is reopened and pressure in the unit in- jector sinks while fuel injection to the cylinder ceases. To determine when the fuel valve should be opened or closed, the control module has access to signals from sensors and switches. System description EDC III EDC III, ”Electronic Diesel Control”, is an electronic system with CAN communication for diesel engine manage- ment. The system is developed by Volvo Penta and covers fuel management, diagnostic function, etc. The sys- tem consists of a control module, six unit injectors, a number of sensors that provide information to the control module, and a data link connector for diagnostics and functionality checks. The EDC III system also has a ”stand alone” interface that can be linked directly to the engine control module on the engine. The engine can be linked to a ”CAN” interface and a ”Control Interface Unit” (CIU), which is an interface to the operator area. Design and operation

Design and operation Calculation of fuel quantity The amount of fuel injected into a cylinder is calcula- ted by the control module. The calculation gives the amount of time the fuel valve is closed (as fuel is in- jected into the cylinder when the fuel valve is closed). The parameters that determine the amount of fuel in- jected are: • Requested RPM • Engine protection functions • Temperature • Charge air pressure Cylinder balance When idling, the control module can provide the cylin- ders with different amounts of fuel. This makes the engine idle more evenly. At higher RPM, all cylinders receive an equal amount of fuel. Diagnostic function The EDC III system has an internal diagnostic func- tion that makes it possible to detect faults in the engi- ne and sensor. The role of the diagnostic function is to detect and lo- calize disruptions in the EDC III system, protect the engine and ensure that the machine remains in wor- king order during serious disturbances. If a disturbance arises, the diagnostic indicator on the indicator panel begins blinking. When the diagnosis button is pressed, an error code is given as guidance for any fault detection. The diagnostic function can be read out via the display using the PC diagnostics pro- gram. Idle adjustment (low idle) Idle can be adjusted to a value between 600 and 1200 RPM.

Design and operation Component description Tachometer sensor, camshaft (2) The tachometer sensor is located on the upper timing cover. The tachometer sensor, which is linked to the camshaft, is an inductive sensor. It reads a toothed wheel with seven pins. The impulses from the cams- haft sensor provide the control module information on which cylinder is next in line for injection and when it receives it. Oil pressure/temperature sensor (10) Oil pressure and oil temperature are measured by a combined sensor that is located on the left-hand side of the engine, next to the control module. The sensor is mounted in the engine block so that measurement is taken from the oil system’s main channel. The sensor consists of a non-linear resistor whose resistance is dependant on the temperature of the resistor body. Resistance decreases as tempera- ture increases. The pressure signal is a voltage signal proportional to the pressure. The reference voltage for the sensor is 5 Volts. The digits after the headings refer to ”Component dia- gram and location”. Water monitor, fuel pre-filter (19) The monitor is located on the bottom of the fuel pre- filter. Its role is to guard against water in the fuel system. The monitor consists of two copper pins between which resistance is measured. When resistance falls below the limit value, which indicates that there is wa- ter in the fuel, a warning signal is sent to the control module.

Design and operation Coolant temperature sensor (15) The sensor is located on the left-hand rear portion of the cylinder head. The sensor reads the temperature of the engine coo- lant and sends the information to the control module. It consists of a non-linear resistor whose resistance depends on the temperature of the resistor body. Re- sistance decreases as temperature increases. Charge air pressure/temperature sensor (6) Charge air pressure and charge air temperature are measured with a combined sensor located on the inta- ke manifold. The charge air pressure sensor measures absolute pressure, which is the sum of the charge air pressure and atmospheric pressure. The sensor sends a signal to the control module in the form of voltage that is pro- portional to the absolute pressure. The sensor receives a reference voltage of 5 Volts from the control module. The charge air temperature sensor consists of a non- linear resistor whose resistance depends on the tem- perature of the resistor body. Resistance decreases as temperature increases. Tachometer sensor, flywheel (18) This sensor is located on the left-hand side of the fly- wheel housing. The tachometer sensor on the flywheel is an inductive sensor. It reads the crankshaft position and engine speed using grooves in the flywheel. The signal is sent to the control module, which calculates the injec- tion angle and amount of fuel. Fuel pressure monitor (12) The monitor is located on the left-hand side of the engine, mounted in the fuel filter bracket. Its task is to detect if the fuel pressure falls below 29 psi (2 BAR). The monitor is set to shut off when pressure falls below 29 psi (2 BAR).

Design and operation Electronic Control Unit (ECU) (11) The control module (EMS) checks and controls the unit injectors so that the correct amount of fuel is in- jected into each cylinder. It calculates and sets the in- jection angle. This control is done primarily with the help of the tachometer sensors and the combined sensor for charge air pressure/temperature. The EDC III system processor is located in the con- trol unit, protected from moisture and vibrations. The processor continually receives information regar- ding: • engine speed • charge air pressure • charge air temperature • coolant temperature • oil pressure • oil temperature • fuel alarm, combined alarm for ”water in fuel” and ”fuel pressure” • coolant level This information is used to make exact determinations on current operating conditions and allows the proces- sor to calculate the correct amount of fuel, check the condition of the engine, etc. Coolant level monitor (1) This monitor is located in the expansion tank. Its task is to detect if the coolant level in the cooling system (expansion tank) is too low. The monitor con- sists of a contact that can be actuated magnetically. A hull located around the monitor actuates the contact differently depending on the coolant level. An alarm signal is sent if the coolant level is too low. Control Interface Unit (CIU) The CIU is a control unit that handles all interaction with the operator. It communicates with the engine over two serial com- munication buses. J1939 is used for controlling and monitoring the engine. J1587 is used for diagnostics and backup. The CIU loads a number of switches and speed re- quests and forwards them to the engine. It also con- trols four analogue instruments and up to nine warning lamps. Using a diagnosis button and diagnostic lamp, the operator can read out error codes from the system.

Design and operation Unit injectors (20) The unit injectors are located under the valve cover, mounted in the cylinder head. The engine’s fuel need is analyzed up to 100 times per second (depending on engine speed). The quantity and timing of fuel injection into the engine are control- led completely electronically via the unit injectors’ electromagnetically operated fuel valves. This means that the engine always receives the correct amount of fuel under all operating conditions, providing benefits including improved fuel economy and minimized ex- haust emissions. Generator (8) The belt-driven generator is located on the left-hand front edge of the engine. The voltage regulator of the generator is equipped with a sensor system. The sensor system compares the charging voltage between the generator connections, B+ and B-, with the actual voltage between the positi- ve and negative poles of the batteries. The voltage re- gulator then compensates for any voltage drop in the lines between the generator and the battery by increa- sing the charging voltage from the generator as needed. Starter motor (16) The starter motor is mounted on the flywheel housing on the right-hand side of the engine. When the motor is cut in, a gear on the armature shaft of the starter motor is moved along the axis so that it meshes with the gear ring of the engine’s flywheel. The actuator solenoid of the starter motor controls both the axial movement of the gear and connection of the starter motor. In turn, the actuator solenoid of the starter motor is cut in via the start relay, which is activated when the ignition key is turned to position III or the start button is depressed. The starter motor relay (1) is mounted next to the star- ter motor solenoid. 1

Design and operation Component diagram and location 6 4 5 1 2 9 11 12 8 16 19 3 10 18 7 15 13 14 17 1. Coolant level monitor 2. Tachometer sensor, camshaft 3. Connection, diagnostic tool* 4. Programming plug* 5. Charge air pressure/temperature sensor 6. Extra stop 7. Main relay* 8. Generator 9. Fuse 10A 10. Oil pressure/temperature sensor 11. Control unit (ECU) 12. Fuel pressure monitor 13. 8–pin connection (Data bus) 14. 23–pin connection (Stand alone) 15. Coolant temperature sensor 16. Starter motor 17. Starter motor relay 18. Tachometer sensor, flywheel 19. Water monitor, fuel filter 20. Unit injectors (one per cylinder) 20 * Inside the Cover

Limit values Limit values Limit values, electronic control unit (ECU) TAD1240GE, TAD1241-42GE/VE Alarm values The maximum permissible values for charge air and coolant temperatures, for example, can be adjusted with the parameter setting tool and can thus vary within alarm limits. If the alarm values are exceeded, the system reduces the amount of fuel until the value is once again within the permissible interval. This function is a customer parameter that can be completely disengaged. Alarm limits TAD1240–42GE/VE: Coolant temperature: Alarm lamp lights Engine is switched off Engine output 50% Standard value Volvo Penta 98°C / 208°F 100°C / 212°F Parameter setting (can be set by the customer) 95–101°C / 203-214°F +2°C / 36°F over the alarm value NOTE: Engine protection can be switched off. Coolant level: Alarm lamp lights when the contact is activated and the engine is switched off Alarm switch is activated NOTE: Engine protection can be switched off. Charge air temperature: Standard value Volvo Penta 83°C / 181°F 85°C / 185°F NOTE: Engine protection can be switched off. Oil pressure: Standard value Volvo Penta Idle: 0.7 bar (10,2 psi) For oil pressure 0.3 bar (4,4 psi) lower than alarm value >1500 RPM: 2.5 bar For oil pressure 0.3 bar (4,4 psi) (36,3 psi) lower than alarm value NOTE: Engine protection can be switched off. Oil temperature: Standard value Volvo Penta 125°C / 257°F 127°C / 261°F Parameter setting (can be set by customer) 120–130°C / 248-266°F+2°C / 36°F over alarm value NOTE: Engine protection can be switched off. Fuel pressure: Standard value Volvo Penta <2 bar (<29 psi) Engine not switched off Monitor, water in fuel: Alarm lamp lights RPM: Standard value Volvo Penta Max. operational RPM + 20% Activates upon operational RPM +15%. Parameter setting (can be set by customer) Max. operational RPM + 10–20% NOTE: Engine protection is switched off as standard.

Gränsvärden Limit values, electronic control unit (ECU) TWD1240VE Alarm limits: Coolant temperature: Alarm lamp lights Engine is switched off Engine output 50% Standard value Volvo Penta 98°C / 208°F 100°C / 212°F Parameter setting (can be set by the customer) 95–101°C / 203-214°F +2°C / 36°F over the alarm value NOTE: Engine protection can be switched off. Coolant level: Alarm lamp lights when the contact is activated and the engine is switched off NOTE: Engine protection can be switched off. Charge air temperature: Standard value Volvo Penta 100°C / 212 °F 102°C / 216°F NOTE: Engine protection can be switched off. Oil pressure: Standard value Volvo Penta Idle: 0.7 bar (10,2 psi) For oil pressure 0.3 bar (4,4 psi) lower than alarm value >1500 RPM: 2.5 bar For oil pressure 0.3 bar (4,4 psi) (36,3 psi) lower than alarm value * See diagram: ”Oil pressure” below. NOTE: Engine protection can be switched off. Oil temperature: Standard value Volvo Penta 125°C / 257°F 127°C / 261°F Parameter setting (can be set by the customer) 120–130°C / 248-266°F +2°C / 36°F over alarm value NOTE: Engine protection can be switched off. Fuel pressure: Standard value Volvo Penta <2 bar (<29 psi) Engine not switched off Monitor, water in fuel: Alarm lamp lights *Oil pressure Alarm limit Engine is switched off rpm

Limit values Limp-home values (emergency control values) The control unit uses these bases value to be able to run the engine if a technical error arises in the system or its peripheral equipment, sensors, etc. The following values (Limp-home values) are stored in the control unit: Charge air temperature +45°C / 113°F Coolant temperature -15°C / 5°F Charge air pressure See diagram below Engine speed: TAD1240–42GE/VE RPM frozen TWD1240VE Idle Charge air pressure 3.0 2.5 2.0 1.5 1.0 0 bar rpm

Repair instructions Repair instructions When working with EDC III Follow the instructions below so as not to damage the control unit of the EDC system: • Never cut off the main current when the engine is running. • Never disconnect battery cables when the engine is running. • When quick charging the batteries, the main switch must be turned off or the battery cables must be discon- nected. During normal maintenance charging, the main switch does not need to be turned off. • Only batteries should be used for jumping. Jumping devices may cause a surge and damage the control unit. • Cut off power to the EDC III system before disconnecting the 2 x 36-pin cable glove from the control unit. • If damage to the wiring harness is detected, the cable glove should be disconnected from the control unit. IMPORTANT! The cable glove should be disconnected from the control unit when welding. • When removing a connector from a sensor, be careful not to expose the contact pin to oil or any other fluid. This could cause a contact problem or, if oil runs down to the pressure sensing membrane, the sensor could show an incorrect value.

Repair instructions Electronic Control unit (ECU), replacement 1. Cut off power to the engine. 2. Remove the fuel cooling coil and fuel line clamps from the control unit. Bend aside the cooling coil. 3. Disconnect the cable glove from the control unit. Press in the catch (1) and push the cable glove (2) upwards. 4. Remove the control unit. 5. Transfer the rubber cushions to the new control unit. 6. Fit the new control unit. 7. Connect the cable glove to the control unit. When connecting the cable glove (2) to the control unit, make sure that the safety catch (1) is set. 8. Fit the cooling coil and fuel line clamps to the control unit. NOTE: The retaining bolts of the fuel cooling coil are self-tapping as there are no threads in the control unit. 9. Start the engine and perform leakage and functionality checks.

Repair instructions Start with booster batteries WARNING! Be sure to have good ventilation. The batteries build oxyhydrogen gas, which is very flammable and explosive. A short-circuit, open flame or spark could cause an explosion. WARNING! Never confuse the position of the cables on the battery. Confusing battery poles when jumpstarting with battery cables causes short-circuits and sparks, which can cause ex- plosion and greatly damage electrical engine components. 1. Check that the voltage of the booster battery is the same as the engine’s system voltage. 2. First connect the red (+) jumper cable to the positive pole (+) of the discharged batteries and then to the positive pole (+) of the booster battery. 3. Then connect the black (-) jumper cable to the negative pole (-) of the booster battery and a spot a bit away from the negative pole (-) of the discharged batteries, such as by the negative lead’s connection to the starter motor. WARNING! The black (-) jumper cable must ab- solutely not come in contact with the positive lead’s connection to the starter motor. 4. Start the engine and run at high idle about 10 minutes to charge the batteries. WARNING! Approaching or working on a running engine is a safety risk. Beware of rotating parts and hot surfaces. Do not touch the connections during the start at- tempt. Risk of sparks. Do not lean over any of the batteries. 5. Switch off the engine. Remove the jumper cables in reverse order from fitting. One cable at a time!

Functionality check Functionality check PC diagnostics program • This program can read error codes that are stored in the engine control unit, check input and output signals, read current values from engine sensors and then store and print test results. • The program enables service and workshop personnel to quickly localize and remedy errors in the EDC III system. • A data link connector is used to connect to the engine control unit. • User information is included in the program. • Contact your Volvo Penta dealer to order software. • The role of the diagnostic function is to detect and localize disturbances in the EDC III system, protect the engine and ensure that the machine remains in working order during serious disturbances. • If a disturbance arises, the diagnostic indicator on the indicator panel begins blinking. When the diagnosis button is pressed, an error code is given as guidance for any fault detection.

Fault detection A number of symptoms and possible causes for engine problems are described in the table below. Always contact your Volvo Penta dealer if problems occur that you are not able to solve on your own. WARNING! Read through the safety instructions for maintenance and service work in the chapter ”Safety in- formation” before starting to work. Fault detection Diagnosis button’s indicator is blinking See the chapter ”Diagnostic function” The engine cannot be stopped 2, 5 The starter motor does not rotate 1, 2, 3, 4, 5, 6, 7, 8, 25 The starter motor rotates slowly 1, 2 The starter motor rotates normally, but the engine does not start 9, 10, 11, 12, 13 The engine starts, but stops again 9, 10, 11, 12, 14 The engine does not reach the correct operating speed at full throttle 10, 11, 12, 13, 14, 22, 26, 27, 28, 29 The engine runs unevenly 11, 12,13 High fuel consumption 13, 14, 16, 26 Black exhaust smoke 13, 14 Blue or white exhaust smoke 15, 16, 23 Low oil pressure 17 High coolant temperature 18, 19, 20, 21 Low coolant temperature 21 No or poor charging 2, 24 1. Discharged batteries 2. Poor contact/interruption on electrical line 3. Main switch turned off 4. Fuse on wiring box blown 5. Faulty starter switch 6. Faulty main relay 7. Faulty starter motor relay 8. Faulty starter motor/solenoid 9. Fuel shortage: – fuel cocks closed – fuel tank empty/wrong tank connected 10. Clogged fuel fine filter/pre-filter (due to contaminates or paraffin deposits in the fuel at low temperature) 11. Air in fuel system 12. Water/contaminates in the fuel 13. Faulty unit injectors 14. Insufficient air supply to engine: – clogged air filter – air leak between turbo- charger and engine’s intake manifold – fouled compressor in turbocharger – faulty turbocharger – poor engine compartment ventilation 15. High coolant temperature 16. Low coolant temperature 17. Low oil level 18. Low coolant level 19. Air in coolant system Symptoms and possible causes 20. Faulty circulation pump 21. Defective thermostat 22. Clogged intercooler 23. High oil level 24. Generator drive belt is slipping 25. Water in engine 26. Great counterpressure in exhaust system 27. Interruption, cable ”Pot+” to pedal 28. High oil temperature 29. High charge-air temperature

Diagnostic function Diagnostic function Diagnostic function The diagnostic function checks that the EDC III sys- tem is functioning normally. The diagnostic function performs the following tasks: • Detects and localizes disturbances • Notifies when disturbances are detected • Provides guidance for fault detection • Protects the engine and ensures that the machine remains in working order when serious disturbances are detected. Notification of disturbance If the diagnostic function detects a disturbance in the EDC III system, the opera- tor is notified by the diagnostic lamp (1), which begins to blink. Guidance for fault detection If the diagnosis button (2) is depressed and then released the diagnostic lamp (1) blinks out an error code. The code is found in the error code list, with information on cause, response and corrective action. The diagnostic function affects the engine in the following manner when: 1 The diagnostic function has detected a minor disturbance that will not damage the engine: Response: The engine is not affected. 2. The diagnostic function has detected a serious disturbance that will not immediately damage the engine: Response: TAD1240–42GE/VE: Engine is switched off. TWD1240VE: Engine is switched off or engine torque is lowered until the value is normalized. 3. The diagnostic function has detected a serious disturbance that makes it impossible to control engine operation: Response: TAD1240–42GE/VE: RPM maintained. TWD1240VE: The engine goes to idle. Idle or freezing of RPM can be set using the Volvo Penta Parameter Tool. If the diagnosis button’s indicator blinks 1. Reduce RPM to idle. 2. Press the diagnosis button (2) to acknowledge the message. 3. Release the diagnosis button and note the error code that blinks out. (1) See ”Reading out error codes”. 4. Look up the error code in the error code list and follow the recommended course of action.

Diagnostic function NOTE: If the warning lamps and other instruments show normal function and the control is working nor- mally, the operator can choose to continue operating and remedy the disturbance later. If the engine is swit- ched off, certain error codes could disappear. Reading out error codes If the diagnosis button 2 is depressed and then rele- ased, an error code blinks out (1). The error code consists of two groups of blinks sepa- rated by a two-second pause. The error code is read by counting the number of blinks in each group. Example: pause = Error code 2.4 The error code is stored and can be read as long as the disturbance remains. The error code list contains information on cause, response and corrective action. Read out as follows: 1. Press in the diagnosis button (2) 2. Release the diagnosis button and note the error code that blinks out (1). 3. Repeat points 1–2. A new error code blinks out if more codes are stored. Repeat until the first error code reappears. NOTE: When the first error code reappears all error codes have been read out. Erasing error codes The error code memory of the diagnostic function is reset when power to the engine is cut off. NOTE: The power must be completely disconnected. When the power is turned on, the diagnostic function checks to see if there are any disturbances in the EDC III system. If disturbances are present, new error codes are set. This means that: 1. Error codes for disturbances that have been corrected or that have disappeared are erased automatically. 2. Error codes for disturbances that have not been corrected must be acknowledged and read out every time the power is turned on. If the diagnosis button is pushed after the error has been corrected and saved error codes are erased the code 1.1 (”No errors”) will blink out.

Diagnostic function WARNING! Read the safety instructions for maintenance and service work in the chapter ”Safety informa- tion” before starting to work. NOTE: The readout of the error codes below, such as 175 Code 2.1, means that 175 is read using the diagnostic tool. 2.1 is the blink code that is shown on the instrument box’s diagnostic lamp. See ”Reading out error codes”. Error codes EDC III 18 Code 2.4 Cause: RPM sensor, flywheel. Abnormal frequency. Response: The engine is extremely hard to start and runs unevenly if it does. Corrective action: • Check that the tachometer sensor connector is fit- ted correctly. • Check that the wiring to the tachometer sensor is not damaged. • Check that the tachometer sensor is correctly fit- ted in the flywheel housing. • Check the function of the tachometer sensor. 101 Code 2.4 Cause: Tachometer sensor, flywheel. Intermittent signal. Response: The engine is extremely hard to start and runs unevenly if it does. Corrective action: • Check that the tachometer sensor connector is fit- ted correctly. • Check that the wiring to the tachometer sensor is not damaged. • Check that the tachometer sensor is correctly fit- ted in the flywheel housing. • Check the function of the tachometer sensor. • Check the contact pressure in sleeves 30 and 31 in the black cable glove of the engine control unit (ECU). 175 Code 2.1 Cause: Water in the fuel or low fuel pressure. Response: Alarm lamp lights. Corrective action: • Check the fuel dehumidification filter (drain the fuel tank). • Check if it is possible to increase the pressure using the hand pump. • Check the fuel filter. • Check the fuel pre-filter 191 Code 2.2 Cause: Low coolant level. Response: Engine is switched off (if this protective feature has not been disabled by the parameter set- ting tool). Alarm lamp lights. Corrective action: • Check the coolant level. • Check the function of the coolant level monitor. 15 Code 2.4 Cause: Tachometer sensor, flywheel. No signal. Response: The engine is extremely hard to start and runs unevenly if it does. Corrective action: • Check that the sensor connector is fitted correctly. • Check that the wiring to the tachometer sensor is not damaged. • Check that the tachometer sensor is correctly fit- ted in the flywheel housing. • Check the function of the tachometer sensor. • Check the contact pressure in sleeves 30 and 31 in the black cable glove of the engine control unit (ECU).

Diagnostic function 102 Code 2.5 Cause: RPM sensor, camshaft. No signal. Response: The engine takes longer than normal to start. The engine runs normally once underway. Corrective action: • Check that the tachometer sensor connector is fit- ted correctly. • Check that the wiring to the tachometer sensor is not damaged. • Check that the tachometer sensor is correctly fit- ted in the upper timing cover. • Check the function of the tachometer sensor. • Check the contact pressure in sleeves 7 and 18 in the black cable glove of the engine control unit (ECU). 103 Code 2.5 Cause: RPM sensor, camshaft. Abnormal frequency. Response: The engine takes longer than normal to start. The engine runs normally once underway. Corrective action: • Check that the tachometer sensor connector is fit- ted correctly. • Check that the wiring to the tachometer sensor is not damaged. • Check that the tachometer sensor is correctly fit- ted in the upper timing cover. • Check the function of the tachometer sensor. 23 Code 2.7 Cause: RPM potentiometer connected to engine con- trol unit (ECU). Interrupted or shorted to positive (+). Response: The engine goes to idle. If the pedal is re- leased and then depressed again, the engine can ”limp home” using the idle contact. Corrective action: • Check the the control’s connector is fitted correctly. • Check that the wiring to the sensor is not damaged. • Check the function of the sensor. • Check that the 23-pin connector is fitted correctly. • Check pin C and sleeve C in the 23-pin connector. • Check the contact pressure in sleeve 3 in the red cable glove of the engine control unit (ECU). 24 Code 2.7 Cause: RPM potentiometer connected to the engine control unit (ECU). Short to negative (-). Response: The engine goes to idle. If the pedal is re- leased and then depressed again, the engine can ”limp home” using the idle contact. Corrective action: • Check that the potentiometer is connected cor- rectly. • Check that the wiring to the potentiometer is not damaged. • Check the function of the potentiometer. 21 Code 2.8 Cause: RPM potentiometer connected to CIU. Short to negative (-). Response: The engine goes to idle. If the pedal is re- leased and then depressed again, the engine can ”limp home” using the idle contact. Corrective action: • Check that the potentiometer is connected cor- rectly. • Check that the wiring to the potentiometer is not damaged. • Check the function of the potentiometer. 22 Code 2.8 Cause: RPM potentiometer connected to CIU. Interrupted or shorted to positive (+). Response: The engine goes to idle. If the pedal is re- leased and then depressed again, the engine can ”limp home” using the idle contact. Corrective action: • Check that the potentiometer is connected cor- rectly. • Check that the wiring to the potentiometer is not damaged. • Check the function of the potentiometer.

Diagnostic function 181 Code 3.1 Cause 1: Oil pressure sensor. Short to positive (+). Response: None. Corrective action: • Check that the wiring to the oil pressure sensor is not damaged. • Check that the oil pressure sensor is connected correctly. 182 Code 3.1 Cause: Oil pressure sensor. Interrupted or shorted to negative (-). Response: None. Corrective action: • Check that the wiring to the oil pressure sensor is not damaged. • Check that the oil pressure sensor is connected correctly. • Check the contact pressure in sleeve 14 in the black cable glove of the engine control unit (ECU). 25 Code 3.2 Cause: Charge air temperature sensor. Interrupted or shorted to positive (+). Response: None. Corrective action: • Check that the connector of the charge air tempe- rature sensor is fitted correctly. • Check that the wiring to the charge air temperature sensor is not damaged. • Check that the charge air temperature sensor is fitted correctly. • Check the function of the charge air temperature sensor. • Check the contact pressure in sleeve 2 in the black cable glove of the engine control unit (ECU). 26 Code 3.2 Cause: Charge air temperature sensor. Short to negative (-). Response: None. Corrective action: • Check that the wiring to the charge air temperatu- re sensor is not damaged. • Check that the charge air temperature sensor is fitted correctly. • Check the function of the charge air temperature sensor. 27 Code 3.3 Cause: Coolant temperature sensor. Interrupted or shorted to positive (+). Response: Preheating is activated even if the engine is warm. Corrective action: • Check that the connector of the coolant tempera- ture sensor is fitted correctly. • Check that the wiring to the coolant temperature sensor is not damaged. • Check that the coolant temperature sensor is fit- ted correctly. • Check the function of the coolant temperature sensor. 28 Code 3.3 Cause 1: Coolant temperature sensor. Short to negati- ve (-). Response: Preheating is activated even if the engine is warm. Corrective action: • Check that the wiring to the coolant temperature sensor is not damaged. • Check that the coolant temperature sensor is fit- ted correctly. • Check the function of the coolant temperature sensor.

Diagnostic function 67 Code 3.4 Cause: Charge air pressure sensor. Short to positive (+). Response: The engine smokes more than it usually does when accelerating/under loading. Corrective action: • Check that the wiring to the charge air pressure sensor is not damaged. • Check the function of the charge air pressure sen- sor. 68 Code 3.4 Cause 1: Charge air pressure sensor. Interrupted or shorted to negative (-). Response: The engine smokes more than it usually does when accelerating/under loading. Corrective action: • Check that the connector of the charge air pressu- re sensor is fitted correctly. • Check that the wiring to the charge air pressure sensor is not damaged. • Check that the charge air pressure sensor is fitted correctly. • Check the function of the charge air pressure sen- sor. • Check the contact pressure in sleeve 3 in the black cable glove of the engine control unit (ECU). 184 Code 3.7 Cause: Oil temperature sensor. Interrupted or shorted to positive (+). Response: None. Corrective action: • Check that the wiring to the oil temperature sen- sor is not damaged. • Check that the oil temperature sensor is correctly connected. • Check the contact pressure in sleeve 1 in the black cable glove of the engine control unit (ECU). 185 Code 3.7 Cause: Oil temperature sensor. Short to negative (-). Response: None. Corrective action: • Check that the wiring to the oil temperature sen- sor is not damaged. • Check that the oil temperature sensor is correctly connected. 200 Code 4.1 Cause: Oil pressure alarm, circuit interrupted. Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check the alarm lamp. • Check that the wiring to the alarm lamp is not da- maged. • Check sleeve ”L” in the 23-pin connector. • Check the contact pressure in sleeve 35 in the red cable glove of the engine control unit (ECU). 201 Code 4.1 Cause: Oil pressure alarm. Short to negative (-). Response: Alarm lamp lights constantly Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged. 202 Code 4.1 Cause: Oil pressure alarm. Short to positive (+). Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged.

Diagnostic function 35 Code 4.2 Cause: Alarm for high coolant temp. Linked to Stand Alone interface. Short to negative (-). Response: Alarm lamp lights constantly. Corrective action: • Check that the wiring to the alarm lamp is not damaged. • Check that the alarm lamp is fitted correctly. 36 Code 4.2 Cause: Alarm for high coolant temp. Linked to Stand Alone interface. Short to positive (+). Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check that the wiring to the alarm lamp is not damaged. • Check that the alarm lamp is fitted correctly. 226 Code 4.2 Cause: Alarm for high coolant temp. Circuit interrup- tion. Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check the alarm lamp for high coolant temperature. • Check that the wiring to the alarm lamp is not damaged. • Check sleeve ”N” in the 23-pin connector. • Check the contact pressure in sleeve 33 in the black cable glove of the engine control unit (ECU). 220 Code 4.3 Cause: Lamp to indicate operation. Interruption Response: Indicator lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check the alarm lamp. • Check that the wiring to the alarm lamp is not damaged. • Check sleeve ”N” in the 23-pin connector. • Check the contact pressure in sleeve 33 in the black connector of the engine control unit (ECU). 221 Code 4.3 Cause: Lamp to indicate operation. Short to negative (-). Response: The indicator lamp shines constantly. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged. 222 Code 4.3 Cause: Lamp to indicate operation. Short to positive (+). Response: Indicator lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged. 223 Code 4.4 Cause: Overspeed alarm. Circuit interruption. Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check the alarm lamp. • Check that the wiring to the alarm lamp is not da- maged. • Check sleeve ”O” in the 23-pin connector. • Check the contact pressure in sleeve 36 in the black cable glove of the engine control unit (ECU). 224 Code 4.4 Cause: Overspeed alarm. Short to negative (-). Response: Alarm lamp lights constantly. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged. 225 Code 4.4 Cause: Overspeed alarm. Short to positive (+). Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged.

Diagnostic function 203 Code 4.5 Cause: Low coolant alarm. Circuit interruption. Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check the alarm lamp. • Check that the wiring to the alarm lamp is not damaged. • Check sleeve ”N” in the 23-pin connector. • Checkthe contact pressure in sleeve 33 in the black cable glove of the engine control unit (ECU). 204 Code 4.5 Cause: Low coolant alarm. Short to negative (-). Response: Alarm lamp lights constantly. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged. 205 Code 4.5 Cause: Low coolant alarm. Short to positive (+). Response: Alarm lamp does not work. If the circuit is interrupted during start-up, diagnostics are deacti- vated. Corrective action: • Check that the wiring and connection to the alarm lamp are not damaged. 41 Code 4.6 Cause: Start relay on starter motor. Short to positive (+). Response: Engine will not start. Corrective action: • Check that the wiring to the relay is not damaged. • Check the function of the relay. 42 Code 4.6 Cause: Start relay on starter motor. Short to negative (-). Response: Engine will be started -> The starter motor engages, but no start request is made when the igni- tion is switched on. Engine running -> The starter motor engages, but no start request is made. Engine being started -> The starter motor does not di- sengage once the engine is started. Corrective action: • Check that the wiring to the relay is not damaged. • Check the function of the relay. 107 Code 4.6 Cause: Starter motor relay. Circuit interruption. Response: Engine will not start. Corrective action: • Check that the cable to the starter motor (yellow/ black) is correctly connected. • Check that the cable to the starter motor (yellow/ black) is not damaged. • Check that the relay on the starter motor is whole. • Check the contact pressure in sleeve 31 in the red cable glove of the engine control unit (ECU). 108 Code 4.7 Cause: Start input, engine control unit (ECU). Short to negative (-). Response: Engine will not start. Corrective action: • Check that the wiring to the ignition key/start but- ton is not damaged. • Check the contact pressure in sleeve ”E” in the 23-pin connector. • Check the contact pressure in sleeve 17 in the connector on the engine.

Diagnostic function 109 Code 4.8 Cause: Stop input engine control unit (ECU). Short to negative (-). Response: The engine can only be stopped using the emergency stop on the engine. Corrective action: • Check that the wiring to the ignition key/start but- ton is not damaged. • Check the contact pressure in sleeve ”H” in the 23-pin connector. • Checkthe contact pressure in sleeve 6 in the con- nector on the engine. 43 Code 5.1 Cause: Main relay. Short to positive (+). Response: The instrument panel loses power when the key is twisted to start position. The engine will not start. Corrective action: • Check that the wiring to the relay is not damaged. • Check the function of the relay. 208 Code 5.2 Cause: Start input on CIU. Short to negative (-). Response: The engine cannot be started. Corrective action: • Check that the connections to the ignition key are not damaged. • Check that the wiring to the ignition key is not damaged. 210 Code 5.2 Cause: Start input on CIU. Short to positive (+) or activated too long. Response: The engine starts immediately when the ignition is turned on. Corrective action: • Check that the connections to the ignition key are not damaged. • Check that the wiring to the ignition key is not damaged. 209 Code 5.3 Cause: Stop input on CIU. Short to negative (-). Response: The engine can only be stopped using the emergency stop on the engine. Corrective action: • Check that the connections to the ignition key are not damaged. • Check that the wiring to the ignition key is not damaged. 211 Code 5.3 Cause: Stop input on CIU. Short to positive (+) or ac- tivated too long. Response: The engine stops. After 40 seconds an er- ror code is shown. During this time, the engine cannot be started. When the error code is blinked out on the diagnostic lamp, the engine can be started but not stopped. Corrective action: • Check that the connections to the ignition key are not damaged. • Check that the wiring to the ignition key is not damaged. 214 Code 5.3 Cause: Stop input on CIU. Interrupted or activated too long. Response: The engine stops. After 40 seconds an er- ror code is shown. During this time, the engine cannot be started. When the error code is blinked out on the diagnostic lamp, the engine can be started but not stopped. Corrective action: • Check that the connections to the ignition key are not damaged. • Check that the wiring to the ignition key is not damaged.

Diagnostic function 74 Code 5.4 Cause: Preheating relay. Connection interruption Response: Preheating cannot be activated. Corrective action: • Check that the wiring to the input on the relay is not damaged. • Check the function of the relay. • Check the contact pressure in sleeve 36 in the red cable glove of the engine control unit (ECU). 75 Code 5.4 Cause: Preheating relay. Short to negative (-). Response: Preheating is constantly activated. Corrective action: • Check that the wiring to the input on the relay is not damaged. • Check the function of the relay. 76 Code 5.4 Cause: Preheating relay. Short to positive (+). Response: Preheating cannot be activated. Corrective action: • Check that the wiring to the input on the relay is not damaged. • Check the function of the relay. 183 Code 5.8 Cause Oil temperature is too high. Response: Limited engine output (if this protective feature has not been disabled by the parameter set- ting tool). Alarm lamp lights. Corrective action: • Check the oil level. • Check the oil temperature. • Check the oil system thermostat. • Check the function of the oil temperature sensor. 31 Code 6.1 Cause: High coolant temperature. Response: TAD1240–42GE: Limited engine output (if this protective feature has not been disabled by the parameter setting tool). Alarm lamp lights. TWD1240VE: Engine is switched off (if this protective feature has not been disabled by the parameter set- ting tool). Alarm indicator lights. Corrective action: • Check the coolant level. • Check the intercooler (cleanness). • Check to see if there is air in the coolant system. • Check the pressure cap on the expansion tank. • Check the function of the coolant temperature sensor. • Check the function of the thermostat. 60 Code 6.2 Cause Intake air temperature is too high. Response: Engine output is limited to 50% (if this protective feature has not been disabled by the para- meter setting tool). Corrective action: • Check the coolant level. • Check the intercooler (cleanness). • Check the function of the charge air temperature sensor. • Check the function of the thermostat. 213 Code 6.4 Cause Datalink (CAN) error, CIU. Response: Instruments and alarm lamps stop working. Corrective action: • Check that the 8-pin connector is not damaged. • Check that the wiring between the CIU and the engine control unit (ECU) is not damaged. • Check that sleeves 11 and 12 in the CIU connec- tor are not damaged. • Check the contact pressure in sleeves 1 and 2 in the red cable glove of the engine control unit (ECU).

Diagnostic function 38 Code 6.5 Cause Datalink (CAN) error, engine control module (EMS). Response: Engine not running: the engine cannot be started. Engine running: engine goes to idle and can only be stopped using the emergency stop. Corrective action: • Check that the 8-pin connector is not damaged. • Check that the wiring between the CIU and the engine control unit (ECU) is not damaged. • Check that sleeves 11 and 12 in the CIU connec- tor are not damaged. • Check the contact pressure in sleeves 1 and 2 in the red cable glove of the engine control unit (ECU). 105 Code 6.5 Cause: Datalink error (CAN). Response: Engine not running -> The engine cannot be started. Engine running -> Engine goes to idle and can only be stopped with the emergency stop. Corrective action: • Check that the 8-pin connector is not damaged. • Check that the wiring between the CIU and the engine control unit (ECU) is not damaged. • Check that sleeves 11 and 12 in the CIU connec- tor are not damaged. • Check the contact pressure in sleeves 1 and 2 in the red cable glove of the engine control module (EMS). 106 Code 6.5 Cause: Datalink error (CAN). Response: Engine not running -> The engine cannot be started. Engine running -> Engine goes to idle and can only be stopped with the emergency stop. Corrective action: • Check that the 8-pin connector is not damaged. • Check that the 8-pin cable between the CIU and the engine control unit (ECU) is not damaged. • Check that sleeves 11 and 12 in the CIU connec- tor are not damaged. • Check the contact pressure in sleeves 1 and 2 in the red cable glove of the engine control unit (ECU). 180 Code 6.6 Cause: Oil pressure is too low. Response: Engine is switched off (if this protective feature has not been disabled by the parameter set- ting tool). Alarm lamp lights. Corrective action: • Check the oil level. • Check that the oil filter is not clogged. • Check the system pressure valves and the safety valve in the oil system. • Check the function of the oil pressure sensor. 110 Code 7.1 Cause: Unit injector cylinder #1. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged.

Diagnostic function 111 Code 7.1 Cause: Unit injector cylinder #1. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 112 Code 7.1 Cause: Unit injector cylinder #1. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 113 Code 7.1 Cause: Unit injector cylinder #1. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 114 Code 7.1 Cause: Error in compression or the unit injector on cy- linder #1. Response: Cylinder balance is adversely affected -> Uneven running at low RPM and low load. Corrective action: • Check the fuel feed pressure. • Check the valve clearance. • Check that the unit injector and connection cable are not damaged. • Do a compression test and check cylinder #1. 115 Code 7.1 Cause: Unit injector cylinder #1. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check the contact pressure in sleeve 11 in the black cable glove of the engine control unit (ECU). • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 120 Code 7.2 Cause: Unit injector cylinder #2. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 121 Code 7.2 Cause: Unit injector cylinder #2. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 122 Code 7.2 Cause: Unit injector cylinder #2. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged.

Diagnostic function 123 Code 7.2 Cause: Unit injector cylinder #2. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 124 Code 7.2 Cause: Error in compression or the unit injector on cylinder #2. Response: Cylinder balance is adversely affected -> Uneven running at low RPM and low load. Corrective action: • Check the fuel feed pressure. • Check the valve clearance. • Check that the unit injector and connection cable are not damaged. • Do a compression test and check cylinder #2. • Check the fuel feed pressure. 125 Code 7.2 Cause: Unit injector cylinder #2. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check the contact pressure in sleeve 22 in the black cable glove of the engine control unit (ECU). • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 130 Code 7.3 Cause: Unit injector cylinder #3. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 131 Code 7.3 Cause: Unit injector cylinder #3. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 132 Code 7.3 Cause: Unit injector cylinder #3. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged.

Diagnostic function 133 Code 7.3 Cause: Unit injector cylinder #3. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 134 Code 7.3 Cause: Error in compression or the unit injector on cy- linder #3. Response: Cylinder balance is adversely affected -> Uneven running at low RPM and low load. Corrective action: • Check the fuel feed pressure. • Check the valve clearance. • Check that the unit injector and connection cable are not damaged. • Do a compression test and check cylinder #3. 135 Code 7.3 Cause: Unit injector cylinder #3. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check the contact pressure in sleeve 23 in the black cable glove of the engine control unit (ECU). • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 140 Code 7.4 Cause: Unit injector cylinder #4. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 141 Code 7.4 Cause: Unit injector cylinder #4. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 142 Code 7.4 Cause: Unit injector cylinder #4. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 143 Code 7.4 Cause: Unit injector cylinder #4. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged.

Diagnostic function 144 Code 7.4 Cause: Error in compression or the unit injector on cy- linder #4. Response: Cylinder balance is adversely affected -> Uneven running at low RPM and low load. Corrective action: • Check the fuel feed pressure. • Check the valve clearance. • Check that the unit injector and connection cable are not damaged. • Do a compression test and check cylinder #4. 145 Code 7.4 Cause: Unit injector cylinder #4. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check the contact pressure in sleeve 34 in the black cable glove of the engine control unit (ECU). • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 150 Code 7.5 Cause: Unit injector cylinder #5. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 151 Code 7.5 Cause: Unit injector cylinder #5. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 152 Code 7.5 Cause: Unit injector cylinder #5. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 153 Code 7.5 Cause: Unit injector cylinder #5. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged.

Diagnostic function 154 Code 7.5 Cause: Error in compression or the unit injector on cy- linder #5. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. • Do a compression test and check cylinder #5. 155 Code 7.5 Cause: Unit injector cylinder #5. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check the contact pressure in sleeve 35 in the black cable glove of the engine control unit (ECU). • Check that the wiring to the unit injectors is not damaged. • Check that the connections to the unit injector are not damaged. 160 Code 7.6 Cause: Unit injector cylinder #6. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injector is not da- maged. • Check that the connection to the unit injector is not damaged. 161 Code 7.6 Cause: Unit injector cylinder #6. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injector is not da- maged. • Check that the connection to the unit injector is not damaged. 162 Code 7.6 Cause: Unit injector cylinder #6. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injector is not da- maged. • Check that the connection to the unit injector is not damaged. 163 Code 7.6 Cause: Unit injector cylinder #6. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check that the wiring to the unit injector is not da- maged. • Check that the connection to the unit injector is not damaged.

Diagnostic function 164 Code 7.6 Cause: Error in compression or the unit injector on cy- linder #6. Response: Cylinder balance is adversely affected -> Uneven running at low RPM and low load. Corrective action: • Check the fuel feed pressure. • Check the valve clearance. • Check the unit injector and the connection cable. • Do a compression test and check cylinder #6. 165 Code 7.6 Cause: Unit injector cylinder #6. Electronic error. Response: The engine runs on 5 cylinders, sounds uneven and has decreased performance. Corrective action: • Check the contact pressure in sleeve 35 in the black cable glove of the engine control unit (ECU). • Check that the wiring to the unit injector is not da- maged. • Check that the connection to the unit injector is not damaged. 82 Code 9.8 Cause: EEPROM error, CIU. Response: CIU returns to factory settings. Corrective action: • Replace the CIU unit. 212 Code 9.8 Cause: Flash memory error, CIU. Response: The engine goes to idle. Corrective action: • Replace the CIU unit. 254 Code 9.8 Cause: Controller failure, CIU Response: The engine cannot be started, if the engi- ne is running -> Idle. Corrective action: • Replace the CIU unit. 255 Code 9.9 Cause: Memory error in the engine control module (EMS). Response:The engine cannot be started (varies). Corrective action: • Replace the engine control module (EMS). 32 Code - Cause: Diagnostic lamp (linked to the Stand Alone interface). Interruption. Response: The diagnostic lamp does not light during a lamp test. No error codes can be read out. Corrective action: • Check that the lamp is not damaged. • Check that the wiring to the lamp is not damaged. • Check the contact pressure in sleeve ”J” in the 23-pin connector. • Check the contact pressure in sleeve 21 in the red cable glove of the engine control unit (ECU). 33 Code - Cause: Diagnostic lamp (linked to the Stand Alone interface). Short to negative (-). Response: The diagnostic lamp shines constantly. Corrective action: • Check that the wiring to the lamp is not damaged. • Check that the lamp is correctly mounted.

Diagnostic function 34 Code - Cause: The diagnostic lamp (linked to the Stand Alone interface). Short to positive (+). Response: The diagnostic lamp does not light during a lamp test. No error codes can be read out. Corrective action: • Check that the wiring to the lamp is not damaged. • Check that the lamp is correctly mounted. 57 Code - Cause: The charge air pressure is too high. Response: None. Corrective action: • Check the function of the turbocharger. • Check the function of the charge air pressure sen- sor. • Check the fuel quantity/unit injector. 58 Code - Cause: The charge air pressure is too low. Response: The engine has decreased performance. Corrective action: • Check the function of the air filter. • Check the function of the turbocharger. • Check the function of the charge air pressure sen- sor. • Check the fuel feed pressure. 63 Code - Cause: Voltage feed to sensor. Short to positive (+). Response: Several error codes for sensor error. Corrective action: • Check the contact pressure in sleeve 5 in the black cable glove of the engine control unit (ECU). 64 Code - Cause: Voltage feed to sensor. Short to negative (-). Response: Several error codes for sensor error. Corrective action: • Check the contact pressure in sleeve 4 in the black cable glove of the engine control unit (ECU). 173 Code - Cause Datalink (J1708) error, engine control unit (ECU). Response: Diagnostic lamp shows only CIU internal errors. Corrective action: • Check that the 8-pin connector is not damaged. • Check that the 8-pin cable between the CIU and the engine control unit (ECU) is not damaged. • Check that pin/sleeve 22 and 37 in the connector on the CIU are not damaged. • Check the contact pressure in sleeves 25 and 26 in the red cable glove of the engine control unit (ECU). 176 Code - Cause: Monitor for water in the fuel or low fuel pressure. Short to positive (+). Response: None. Corrective action: • Check that the wiring is not damaged. 186 Code - Cause: Memory error in the engine control module (EMS). Response: Engine will not start. Corrective action: • Replace the engine control unit (ECU).

Diagnostic function 187 Code - Cause: Memory error in the engine control module (EMS). Response: Engine will not start. Corrective action: • Replace the engine control unit (ECU). 188 Code - Cause: Programming plug (EOL). Short to positive (+). Response: Engine will not start; engine control unit (ECU) is in programming mode. Corrective action: • Check that the EOL contact is not strapped. • Check that the wiring to the EOL contact is not damaged. 189 Code - Cause: Programming plug (EOL). Short to negative (-). Response: None. Corrective action: • Check that the wiring to the EOL contact is not damaged. 192 Code - Cause: Coolant level monitor. Short to positive (+). Response: None. Corrective action: • Check that the wiring to the coolant level monitor is not damaged. • Check that the coolant level monitor is fitted cor- rectly. 231 Code - Cause: Input for preheating request. Short to negative (-). Response: Pre-heating can not be activated. Corrective action: • Check that the wiring and the connection to the preheating switch are not damaged. 233 Code - Cause: Datalink error (J1708), CIU. Response: Diagnostic codes from the engine cannot be read from the diagnostic lamp. Corrective action: • Check that the 8-pin connector is not damaged. • Check that the wiring between the CIU and the engine control unit (ECU) is not damaged. • Check pin/sleeve 22 and 37 in the connector on the CIU. • Check the contact pressure in sleeves 25 and 26 in the red cable glove of the engine control unit (ECU). IMPORTANT! If error numbers 115, 125 and 135 are active simulatneously, check the con- tact pressure in sleeve 12 in the black cable glove of the engine control unit (ECU). IMPORTANT! If error numbers 145, 155 and 165 are active simulateously, check the contact pressure in sleeve 24 in the black cable glove of the engine control unit (ECU).

Electronic fault detection Electronic fault detection General Check the following before starting electronic fault detection: • Error codes • Fuel level and filter • Air filter • Battery • Wiring (visually) • Main switch, fuses, connectors • Connections to relays Electronic fault detection can be performed on the fol- lowing components: • Charge air/charge pressure sensor. • Coolant temperature sensor. • Water monitor for fuel pre-filter. • Camshaft and flywheel sensors. • Oil pressure/temperature sensor. • Coolant level sensor. • Unit injector (PC diagnostics program) • Starter motor. • Relays. • Generator. Functionality check of lines and connectors First check that the fuse is not loose. Use multimeter 9510060-8 to take a reading from the wiring. Connect adapter 9998505 between the engine’s cable glove and the control unit (ECU). Use the wiring diagram to check that you are taking a reading from the correct spot. Use multimeter 9510060-8 to take the reading. NOTE: Never take a reading by puncturing the insulation. Check the reading value with that which is noted in the wiring diagram. If the reading can not be determined from the wiring diagram, check the lines separately. Tool 9998534 should always be used when taking a reading from a 4-pin connector of type DIN contact. Contact problems Defective contacts or occasional recurring errors could be difficult to detect and arise often from oxida- tion, vibrations or poorly connected lines. Wear can also cause errors. Avoid disconnecting a connector unless absolutely necessary. Other contact problems can arise, such as through damaged pins, sleeves or connectors. Shake the line and pull on the connections while mea- suring to find where the line is damaged. The resistance in the contacts, lines and connections should be 0 Ohm. There is some resistance, however, due to oxidation on the connections. If resistance is too great, there will be disturbances in the function. How large resistance can be without dis- turbances arising varies depending on the size of the load in the circuit.

Electronic fault detection Check the following: • Look for oxidation, which can deteriorate the contact in the connections. • Check that the cable shoes are not damaged, that they are correctly fitted in the connector and that the line is correctly connected to the cable shoe. • Test that the sleeves provide good mechanical contact. Use a loose pin to test. Important! The cable glove of the control unit (ECU) should only be checked using gauge 9998482. • Carefully insert gauge 9998482 in the cable glove. Move the gauge back and forth a few times until you feel that the cable glove clamps around the gauge. If the cable glove does not clamp or clamps weakly, the cable shoe must be replaced. See ”Splicing electrical cable for cable glove”. • Fill the sleeves that have been checked with low temperature grease (1161417-9). Important! DIN contacts to pressure sensors must not be filled with grease. • Check that the lines are really clamped. Avoid clamping the lines too close to the contacts. Fault detection on cables and connectors Visually check the connections. Check the following: • Look for oxidation, which can deteriorate the con- tact in the connections. • Check that the cable shoes are not damaged, that they are correctly fitted in the connector and that the line is correctly connected to the cable shoe. • Test that the sleeves provide good mechanical contact. Use a loose pin to test. • Shake the line if possible and pull on the connec- tions while measuring to find where the damage is. Interruption Chafed or worn lines or loose connections could be possible causes of error. Use the wiring diagram to check which wiring harnes- ses are used for the function. Begin with the most pro- bable wiring harness in the circuit. Check the following: • Disconnect the relevant connectors from both ends of the wiring harness. • Measure the resistance using multimeter 9510060-8 between the ends of the line. Desired value R ~ 0 Ω. • Shake the line if possible and pull on the connec- tions while measuring to find where the damage is. • If you cannot find the error, check the next wiring harness following the wiring diagram. Contact resistance and oxidation The resistance in the contacts, lines and connections should be 0 Ω. There is some resistance, however, due to oxidation on the connections. If resistance is too great, there will be disturbances in the function. How large resistance can be without dis- turbances arising varies depending on the size of the load in the circuit. Check the following: • Look for oxidation, which can deteriorate the con- tact in the connections. • Check that the cable shoes are not damaged, that they are correctly fitted in the connector and that the line is correctly connected to the cable shoe. • Test that the sleeves provide good mechanical contact. Use a loose pin to test. Important! DIN contacts to pressure sensors must not be filled with grease.

Electronic fault detection Splicing electrical cable for cable glove Special tools: 951 2636, 9999324 Repair kit: 1078054 1. Disconnect the cable glove from the control module. See ”Control module, replacement”. Remove the cable glove in such a way that the cable to the pin that is to be replaced is accessible. 2. Remove the pin using tool 9992636 or a very small instrument screwdriver. NOTE: Remove only one pin at a time. 3. Clip off the electrical cable at the pin that is to be replaced. Splice the new one using repair kit 1078054. Use cable shoe pliers 9999324. 4. Carefully warm the splice with a hot air gun so that the insulation shrinks and forms a seal. 5. If replacing several pins, put the first pin back into the correct spot in the cable glove before remo- ving the next pin. Check that the pin’s lock catch securely locks the pin in the cable glove. 6. Attach the electrical cables with insulation and cable tie in the cable glove in reverse order from removal. 7. Refit the cable glove in reverse order from removal. 8. Make sure that the cable glove and the connection to the control module are clean and dry. 9. Fit the cable glove to the control module. See ”Control module, replacement”. 10. Start the engine and check that no error codes arise.

Electronic fault detection Checking the coolant temperature sensor 1. Disconnect the connector and remove the sensor from the engine. 2. Use mulitmeter 9510060-8 to measure between both contact pins of the sensor. The multimeter should show the following values at: 0°C / 32°F 4930 Ω ± 440 Ω 20°C / 68°F 1870 Ω ± 140 Ω 40°C / 104°F 800 Ω ± 50 Ω 60°C / 140°F 370 Ω ± 20 Ω 80°C / 176°F 190 Ω ± 8 Ω 100°C / 212°F 104 Ω ± 4 Ω NOTE: The sensor is extremely sensitive to changes in temperature. When measuring in the lower tempera- ture interval 0–40°C / 32-104°F, holding the sensor in your hand is sufficient to make the value quickly go to the lower resistance value. Checking the combined sensor for charge air pressure/ temperature Checking charge air pressure 1. Switch off the engine 2. Disconnect the connector from the charge air pressure sensor and connect 4-pin adapter 9998534 between the sensor connector and the engine wiring. Then connect multimeter 9510060-8 between measurement points 1-4. 3. Switch on the operating voltage. 4. Measure using a multimeter set to measure voltage. Check that the multimeter reads 5.0 volts. 5. Then connect the multimeter between measurement points 2-4. The voltage should be about 1.2 V at normal atmospheric pressure. Checking charge air temperature 1. Disconnect the connector from the charge air pressure sensor. 2. Connect 4-pin adapter 9998534 between the sensor connector and multimeter 9510060-8. 3. Measure with the multimeter set to measure resis- tance between the measurement points of the adapter. The multimeter should show the following values: Measurement points Desired values 3–4 R~6.2 kΩ (20°C / 68°F) 3–4 R~ 2.5 kΩ (40°C / 104°F) NOTE: Even if resistance values follow those in the above table, it is no guarantee that the sensor is fault- free.

Electronic fault detection Checking water monitor, fuel pre-filter 1. Disconnect the connector and remove the water monitor from the fuel pre-filter. 2. Connect the red cable (1) to a 24V power source. Connect a light bulb (1W) between the yellow ca- ble (2) in the connector and a +24V power source. Connect the black cable (3) in the connector to ground (-). 3. Submerge the sensor’s contact pins in a bowl of water. The light bulb should light when the water is between the sensor’s contact pins. 4. When the sensor is removed from the water, the light bulb should go out. Checking the camshaft and flywheel sensors The tachometer sensors for the camshaft and the fly- wheel are identical. For a visual check, first remove the sensors from the engine. Then disconnect the connector and check that the sensors are not dama- ged and that no debris has fastened on the sensors. An induction test is performed as follows: 1. Set multimeter 9510060-8 to measure resistance. Use the multimeter to measure on the connector pins. Resistance should lie between 775–945 Ω. 2. Quickly pass a metal object close to the sensor. Check that the multimeter gives a reading. When replacing and fitting a sensor, make sure that any adjusting shims are refitted. 3. Check that the sensor is securely mounted and that the distance between sensor and wheel is correct. Sensor Distance Flywheel 0.75–2.1 mm (0.03–0.83’’) Camshaft 0.3–1.0 mm (0.012–0.039’’) NOTE: For adjustment of the sense clearence, plea- se see Workshop Manual (Group 21). 1. Red cable in connector. 2. Yellow cable in connector. 3. Black cable in connector.

Electronic fault detection Checking the coolant level sensor 1. Empty the coolant from the expansion tank. Warning! NEVER open the expansion tank’s pressure cap when the engine is warm. Hot coo- lant could spray out, causing burns. 2. Disconnect the connector from the coolant sensor. 3. Check that the contact is activated and sends a signal when the expansion tank is empty. 4. Then fill the expansion tank with coolant and check that resistance remains the same. Checking the combined sensor for oil pressure/temperature Checking the function of oil pressure 1. Switch off the engine 2. Disconnect the connector from the oil pressure sensor and connect 4-pin adapter 9998534 bet- ween the sensor connector and the engine wiring. Then connect multimeter 9510060-8 between me- asurement points 1-4. 3. Switch on the operating voltage. 4. Measure using a multimeter set to measure volta- ge. Check that the multimeter reads 5.0 volts. 5. Then connect the multimeter between measure- ment points 2-4. The voltage should be about 0.5 V. Checking the function of oil temperature 1. Disconnect the connector from the oil pressure sensor. 2. Connect 4-pin adapter 9998534 between the sensor connector and multimeter 9510060-8. 3. Measure with the multimeter set to measure resis- tance between the measurement points of the adapter. The multimeter should show the following values: Measurement points Desired values 3–4 R~1.9 kΩ (20°C / 68°F) 3–4 R~ 0.1 kΩ (100°C / 212°F) NOTE: Even if resistance values follow those in the above table, it is no guarantee that the sensor is fault- free.

Electronic fault detection Fault detection on unit injectors Error symptoms The engine runs unevenly or has decreased perfor- mance. Error causes The above error symptoms can have several causes: • False sensor signals • Worn piston rings • Clogged air filter • Poor quality fuel • Water in fuel • Air in fuel • High exhaust counterpressure • Clogged fuel system • Low fuel pressure • Incorrect valve clearance • Defective unit injector • Incipient shearing (breakdown) Determine or rule out error causes using the PC diagnostics program NOTE: Read the instructions in the user manual for the ”PC diagnostics program” before each test. 1. Perform a relative compression test on the cylin- ders. Read the bar graph in the program. One or more bars will be at 100%. If any of the bars show a va- lue lower than 80% relative compression, there is probably a compression error. Perform the test th- ree times. If compression is within the limit values (80% - 100%), continue with the next point. There is a risk that all cylinders have poor compression. 2. Perform an injector test. Switch off one injector at a time. When a functional injector is switched off, the noise level of the engine will change. If that does not happen, there is probably an injector error. 3. Perform a relative acceleration test. Bear in mind that high engine speed gives inaccurate measure- ment results. Lower the engine speed when mea- suring. The test will calculate the average value of the relative cylinder acceleration from all cylin- ders. If the results from one cylinder differs from the other, it is probably an injector error or a symptom of poor compression.

Electronic fault detection Fault detection on starter motor and lines General If the voltage level of the battery is under 24.7V as measured from the battery, the starter motor does not have enough power to rotate the engine at normal speed. Checking voltage feed 1. Check that the voltage in the battery is at least 24.7V when unloaded by measuring between the battery poles with multimeter 9510060-8. 2. Turn on the main switch. 3. Check that the voltage between positions 30 and 31 on the starter motor are the same as the battery. Check 1. That error code 4.6 is not set. 2. That a start request is sent (using the PC diagnostics program). 3. That the starter motor is activated (using the PC diagnostics program). Carbon brushes Specifications for carbon brushes in the starter motor are described below. Carbon brush appearance New = 23 mm (0.91’’) Replace at 13 mm (0.51’’)

Electronic fault detection Functionality check of relays Multimeter 9510060-8 is used for fault detection. Two different symbols are used to represent the line connection. Symbol 1 indicates an interruption or ex- tremely high resistance (~). The multimeter does not emit an alarm. Symbol 2 indicates a contact or extremely low resis- tance. The multimeter emits an alarm. Check the function of the relays as follows: NOTE: Disconnect the main relay from the engine be- fore beginning fault detection. 1. Use the multimeter set to measure high frequen- cies. Measure between pins 87a and 30 of the re- lay. The multimeter should then emit an alarm sound. 2. Use the multimeter set to measure high frequen- cies. Measure between pins 87 and 30 of the re- lay. The multimeter should not emit an alarm. 3. Use the multimeter set to measure resistance. Measure between pins 85 and 86 of the relay. The multimeter should read 240–270 Ω. 4. Connect 24V between pins 85 and 86. Use the multimeter set to measure high frequencies. Mea- sure between pins 87 and 30 of the relay. The multimeter should then emit an alarm sound. 5. Connect 24V between pins 85 and 86. Use the multimeter set to measure high frequencies. Mea- sure between pins 87a and 30 of the relay. The multimeter should not emit an alarm. 6 Replace the relay if test results do not match those listed above.

Electronic fault detection Fault detection on the generator First remove the generator so that measurement points are accessible. 1. Pry loose the plastic cover of the generator with a screwdriver. 2. Remove the regulator’s four screws. 3. Remove the bracket’s two screws and remove the bracket and the regulator.

Electronic fault detection Carbon brushes The length of carbon brushes is measured between the contact surface and the brush holder. If the size of the projecting portion is less than 0,2’’ or if the brushes are damaged, they must be replaced. NOTE: When soldering, make sure that the solder does not penetrate too far in the line to the brushes. The line would then become stiff, hindering flexibility. Regulator Checking the regulator: 1. Measure with a multimeter set for diode measure- ment. 2. Connect the probes between the carbon brushes. 3. Switch the probes. 4. Check that there is no short-circuit. NOTE: If you suspect a regulator error, it is best to fit a new regulator on the generator and test run the char- ging system.

Electronic fault detection Checking positive output diodes 1. Set the multimeter for diode measurement. 2. Connect the negative test probe to B+ and the po- sitive test probe to each of the three stator win- dings. 3. Take readings of the three stator windings. 4. Switch the test probes and take three more readings. 5. One time, the instrument should read 400–1200mV (conducting direction). The other time, it should read OL. The diodes obstruct. NOTE: The entire diode package is insulated from the body of the generator.

Electronic fault detection Checking negative output diodes 1. Set the multimeter for diode measurement. 2. Connect the negative test probe to B- and the po- sitive test probe to each of the three stator win- dings. 3. Take readings of the three stator windings. 4. Switch the test probes and take three more readings. 5. One time, the instrument should read 400–1200mV (conducting direction). The other time, it should read OL. The diodes obstruct. NOTE: The entire diode package is insulated from the body of the generator.

Electronic fault detection Checking excitation diodes 1. Set the multimeter for diode measurement. 2. Connect the negative test probe to D+ and the po- sitive test probe to each of the three stator win- dings. 3. Take readings of the three stator windings. 4. Switch the test probes and take three more readings. 5. One time, the instrument should read 400–1200mV (conducting direction). The other time, it should read OL.

Electronic fault detection Overload test on stator 1. Set the multimeter for diode measurement. 2. Connect the test probes between the stator body and one of the three stator windings. 3. The instrument should read OL. If any other value is shown, the stator is short-cir- cuited. Checking stator windings 1. Set the multimeter for diode measurement. 2. Connect the test probes between the phase con- nections. 3. Take three readings. 4. The instrument should show the same value for all three readings.

Electronic fault detection Checking the rotor 1 Set the multimeter for diode measurement. 2 Connect the test probes to the slip rings. 3 The instrument reading should be nonexistent or very weak. 4 At the same time, check that the slip rings are not burned or otherwise damaged. Overload test on rotor 1. Set the multimeter for diode measurement. 2. Connect the test probes between the stator body and one of the three stator windings. 3. The instrument should read OL. If any other value is shown, the stator is short-cir- cuited.

Electrical system Electrical system Important about the electrical system Important! Stop the engine and cut off the po- wer with the main switch before working with the electrical system. 1. Main switch Never open the circuit between the generator and the batteries when the engine is running. The main switch/switches must never be swit- ched off before the engine has stopped. If the circuit is opened when the engine is running, the voltage regulator can be ruined and the gene- rator can be badly damaged. For the same reason, charging circuits must not be switched when the engine is running. For si- multaneous charging of two independent battery circuits, a Volvo Penta charge distributor can be mounted on the standard generator (accessory). 2. Batteries Never mistake the positive and negative poles for each other when installing the batteries. This could cause serious damage to the electrical equipment. Compare with the wiring diagram. Battery poles should be well cleaned and cable shoes should al- ways be secured and well greased. Avoid quick charging the batteries. If quick char- ging must be used, the ordinary battery cables must first be disconnected. NOTE: Follow applicable safety regulations when charging the batteries. When charging, the cell plugs should be loosened but remain in the cell hole. Ventilate well, especially if the batteries are being charged in a confined area. Never cut off the charging current before disconnec- ting the charge clamps. Warning! The battery compartment must never be exposed to open flames or electric sparks. Never smoke near the batteries. When the bat- teries are being charged, they give off hydrogen which, when mixed with air, forms oxyhydrogen gas. This gas is highly flammable and very ex- plosive. Always wear protective goggles when charging and handling batteries. The battery electrolyte contains highly corrosive sulfu- ric acid. If it gets on your skin, wash the area with soap and plenty of water. If the electrolyte gets in your eyes, rinse them at once with plenty of cold water and seek medical attention immediately. 3. See ”Start with booster batteries” on how to jump start using booster batteries. 4. Connecting extra equipment All extra equipment must be connected to a sepa- rate junction box and fused. Extra outlets directly from the instrument boards should be avoided. Extra outlets are permissible only up to a max. total of 5A (applies for all in- strument boards together). Electric welding Remove the positive and negative cables from the batteries. Then remove all connections to the generator. Then remove the cable glove from the control module (EDC III). See the instructions in ”Control module (EMS), replacement”. Always attach welding clamps to the part that is to be welded as close to the welding area as possible. The clamps must never be attached to the engine or in such a way that current can pass over any bearing. Important! After welding, the removed compo- nents, such as cable glove, generator cable and battery cables, must be refitted in the correct or- der.

Electrical system Electrical system, overview TWD1240VE Stand alone TWD1240VE with CIU, CAN based SAE J1939

Electrical system TWD1240VE Power pack TAD1240–42GE with CIU, CAN based SAE J1939 TAD1241–42VE with CIU, CAN based SAE J1939

Electrical system Cable colors BL = Blue P = Pink LBL = Light blue R = Red BN = Brown SB = Black LBN = Light brown VO = Violet GN = Green W = White GR = Gray Y = Yellow OR = Orange TAD1240–42GE, TAD1241-42VE (24 V system voltage, 2-pin) 1. RPM potentiometer 2. 1500/1800 contact 3. Starter contact 4. Idle contact 5. Stop contact 6. Diagnostics 7. Low oil pressure alarm 8. High coolant temperature alarm 9. Indicator, engine running 10. Overspeed alarm 11. Voltage after key 12. Battery, negative 13. Battery, positive 14. Nyckelbrytare 15. J1587 (bus) 16. J1939 CAN (bus) 17. Battery, negative 18. Battery, positive 19. Voltage after key 20. Connector 21. Programming connector 22. Diode 23. Monitor, water in fuel 24. Relay socket 25. Main relay 26. Monitor, fuel pressure 27. Monitor, coolant level 28. Stop 29. Programming plug 30. Connector 2 (red) 31. Connector 1 (black) 32. Control unit, EDC III (ECU) 33. Unit injector 34. Coolant temperature sensor 35. Sensor, charge air temperature/ pressure 36. Preheat function (NOT available for Genset application) 37. Camshaft (RPM) sensor 38. Flywheel (RPM) sensor 39. Generator 40. Starter motor 41. Sensor, oil temperature/pressure 42. Battery (24 V)

Electrical system Cable colors BL = Blue P = Pink LBL = Light blue R = Red BN = Brown SB = Black LBN = Light brown VO = Violet GN = Green W = White GR = Gray Y = Yellow OR = Orange TWD1240VE (24 V system voltage, 2-pin) 1. RPM potentiometer 2. Droop contact 3. Starter contact 4. Idle contact 5. Preheating contact 6. Stop contact 7. Diagnostics 8. Low oil pressure alarm 9. High coolant temperature alarm 10. Low coolant level alarm 11. Preheating indicator 12. Voltage after key 13. Battery, negative 14. System to (key) 15. Battery, positive 16. J1587 (bus) 17. J1939 CAN (bus) 18. Battery, negative 19. Battery, positive 20. Voltage after key 21. Connector 22. Programming connector 23. Diode 24. Stop button 25. Monitor, water in fuel 26. Relay, socket 27. Relay 28. Programming plug 29. Monitor, fuel pressure 30. Monitor, coolant level 31. Connector 2 (red) 32. Connector 1 (black) 33. Control unit EDCIII (ECU) 34. Unit injectors (Cyl. 1–6) 35. Coolant temperature sensor 36. Sensor, Charge air temperature/ pressure 37. Preheating 38. Relay, preheating 39. Camshaft (RPM) sensor 40. Flywheel (RPM) sensor 41. Generator 42. Starter motor 43. Sensor, oil temperature/ pressure 44. Battery (24 V)

Electrical system Cable colors BL = Blue P = Pink LBL = Light blue R = Red BN = Brown SB = Black LBN = Light brown VO = Violet GN = Green W = White GR = Gray Y = Yellow OR = Orange Wiring diagram, Control Interface Unit (CIU) 1. Key breaker operating power (15+) 2. RPM potentiometer 3. Tachometer code 14 4. Oil pressure, instrument 5. Oil temperature, instrument 6. Coolant temperature, instrument 7. Instrument illumination 8. Idle contact, two-position (Genset) 9. 1500/1800 contact, two-position (Genset) 10. Starter contact, non-locking 11. Stop contact, non-locking 12. Diagnosis contact, non-locking 13. Alarm, low oil pressure 14. Alarm, high oil temperature 15. Alarm, high coolant temperature 16. Alarm, coolant level 17. Fuel alarm 18. Diagnostic lamp 19. Overspeed indicator (Genset) 20. Operation indicator (Genset) 21. Preheating indicator (Versatile) 22. Preheating contact, non-locking (Versatile) 23. 8-pin Deutsch connection pin 24. Regulator (contact), two-position 25. Charge indicator 26. Termination 120 W 27. 8-pin Deutsch connection sleeve 28. Control Interface Unit (CIU)

Electrical system Cable colors BL = Blue P = Pink LBL = Light blue R = Red BN = Brown SB = Black LBN = Light brown VO = Violet GN = Green W = White GR = Gray Y = Yellow OR = Orange Wiring diagram, Control Interface Unit (CIU) – Power pack 1. Activating operating power, contact (15+) 2. RPM potentiometer 3. Tachometer code 14 4. Oil pressure, instrument 5. Coolant temperature, instrument 6. Instrument illumination 7. Starter contact, non-locking 8. Stop contact, non-locking 9. Diagnosis contact, non-locking 10. Charge indicator 11. Alarm, high oil temperature 12. Alarm, high coolant temperature 13. Alarm, coolant level 14. Fuel alarm 15. Diagonotic lamp 16. Preheating indicator 17. 8-pin Deutsch connection pin 18. 8-pin Deutsch connection sleeve 19. Horn total alarm 20. Preheating contact, non-locking function (option) 21. 42-pin connector 22. Termination 120 W 23. Extra outlet for 24 V and stop 24. Control Interface Unit (CIU)

Index Index A About the Service Manual ...................................... 5 C Certified engines .................................................... 5 Check/fault detection of components .................... 49 Component description, sensors and monitors ...... 14 Component diagram and location .......................... 18 Control Interface Unit (CIU) ................................... 16 Control module (EMS) ........................................... 16 Control module (EMS), replacement ...................... 23 D Design and operation ............................................ 12 Diagnostic function affects the engine .................. 27 Diagnostic function ............................................... 27 E Electrical system .................................................. 62 Electrical system, overview .................................. 63 Electronic fault detection....................................... 46 Erasing error codes ............................................... 28 F Fault codes EDC III .............................................. 29 Fault detection of cables and connectors .............. 47 Fault detection ...................................................... 26 Functionality check of lines and connectors.......... 46 Functionality check ............................................... 25 G General .................................................................. 8 General information ................................................ 5 General ................................................................. 46 Generator .............................................................. 17 I Important about the electrical system ................... 62 Introduction ............................................................ 2 L Limit values .......................................................... 19 Limit values, control unit (ECU) TAD1240-42GE/VE ............................................... 19 Limit values, control unit (ECU) TWD1240VE ......................................................... 20 Limp-home values ................................................. 21 Location of engine plates ....................................... 8 Lock nuts ................................................................ 7 O Our common responsibility..................................... 6 P PC diagnostics program ........................................ 25 R Reading out error codes ........................................ 27 Repair instructions ................................................. 6 Repair instructions ................................................ 22 S Safety information .................................................. 2 Sealants ................................................................ 7 Spare parts ............................................................ 5 Special tools .......................................................... 9 Splicing of electrical cable for cable glove............. 48 Start with booster batteries ................................... 24 Starter motor ......................................................... 17 Strength classes .................................................... 7 Symptoms and possible causes ........................... 26 System description EDC III................................... 12 T Technical data ...................................................... 10 The role of diagnostic function .............................. 27 Tightening torques ................................................. 6 Torque-angle tightening ........................................... 7 U Unit injectors ......................................................... 17 W When working with EDC III.................................... 22 Wiring diagram TAD1240-42GE/VE ..................... 66 Wiring diagram TWD1240VE ................................ 67 Wiring diagram, Control Interface Unit (CIU) - Power pack ........................................................... 69 Wiring diagram, Control Interface Unit (CIU) .......... 68